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Bunkerworld Poll
Over the past 12 months there have been a number of conventions and proposals that have seen major developments.
Among the most significant and pressing changes is the ballast water regulation.
The Ballast Water Management (BWM) Convention is expected to come into force in 2012. Under the convention the ships are required to manage their ballast water in accordance with an approved Ballast Water Management Plan and record such management in a Ballast Water Record Book.
Concerns have been raised that shipowners will face a bottleneck in the supply of the systems and availability of shipyards.
Other issues that are of significance include the proposed amendments to MARPOL Annex VI that would make mandatory, for new ships, the Energy Efficiency Design Index (EEDI) and the Ship Energy Efficiency Management Plan (SEEMP).
The EEDI is a non-prescriptive, performance-based mechanism that leaves the choice of technologies to use in a specific ship design to the industry.
The SEEMP establishes a mechanism for a shipping company and/or a ship to improve the energy efficiency of ship operations.
With the formal adoption of the North American emission control area (ECA) there has been increased demand on other areas such as Hong Kong to become an emission control area (ECA) .
In March this year, the IMO's Marine Environment Protection Committee designated most waters along the continental US and Canadian coasts as the North American ECA , enforceable from August 2012. The sulphur limit for ships operating in an ECA in 2012 will be 1.00%.
From a scientific, shipping and environmental perspective one issue that is of increasing interest is development in the polar regions and the need for regulations in the area.
One study entitled Arctic Shipping Emissions Inventories and Future Scenarios found that region-specific effects from substances such as black carbon and ozone (O3) that are becoming increasingly important to quantify and understand when it comes to the Arctic.
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I am grateful Otto for drawing attention to such matters, the resources are benchmark standards and you are right, all that are listed are equal in requiring attention. It is serendipitous to note the previous post goes to “Cargill to install towing kite system on handysize vessel” – developed by SkySails Gmbh & Co KG – Germany. I found myself immediately thinking of you, knowing the advent of such a development.
Again I wish the fairest of weather to Cargill, and my heartiest of congratulations to the team at SkySails GmbH & Co KG for their undertaking.
You see Otto, there is still more to done.
Kind regards
Caroline
That is to say, fairest of weather, meaning very windy.
Kind regards
Caroline
"Advanced Surface-Effects' Technologies" are now market ready, and Superior Hulls Inc has already developed the solution directly effecting HULLS' Economic and Ecologic benefits - granting net more then 20% from installing invention on a hull, as an UpGrade as well as UpDate Design improvements to future new construction projects, resulted from the original Discovery developed into yet new products-line, demonstrated on boats and tested on ship-model in our National Tow-Tank facility.
As we know, EHP and Superior Hulls designs are the key elements beyond purer energy consumption for our global transportation needs.
Both old and new technologies are available and most companies have already invested significant amounts of money in these. But at the end of the day, the underlying issue is sufficient availability of low sulfur fuels. This is already a major issue.
Coming up to MEPC62 lets re-visit the details - while I commend the subject matter, other subjects could also be included adjunct to list
Let us consider behavioural change. Here we speak of environmental management systems - without any benchmarking on carrier EMS we cannot appreciate developments. Efficiencies and behaviour change in the context of administration of business as well as the services being delivered.
Consider services being delivered; exploration on behaviour change entering and exiting ports We understand that the engine groups given the differing sizes in vessels demonstrates contradictory characteristics regarding fuel consumption and emissions e.g. slow speed engines represent optimum fuel consumption but can emit in the region of 80% more NOX - with this being the case then analysis on tolerance levels, an application on behavioural measures during entry and exit, supporting best possible outcome. Det Norske Veritas 1999, Methods used to collect data, estimate and report emissions from international bunker fuels, ‘Marine Fuels’ ppg 11.
This can translate into lower emissions, greater efficiencies and greater savings.
Kind regards
Caroline
And in 2012 and beyond - the pressure on an instrument to apply to measures is clearer arising from COP 17 - we must view that unless market regards more positive action hindsight looms on the horizon. We should not neglect also that this comes as double edged sword. COP charged with needs to recognise that unless provision is made to ally commitment on developing initiatives within this space - that downstream measures cannot be aptly applied. We continue to seek to engage on Cap and Trade as the instrument. This serves as both a conceptual and practical instrument – we see this underpins the ‘triple bottom line’ principals of UNFCCC Nations, U. (1989). United Nations Framework Convention on Climate Change full text of the Convention. Bonn: United Nations. I urge COP and the UN to apply the worlds ocean under developing country status. Here allowing for CDM applicability to be reviewed in this context. We note downstream interested parties are reviewing options to quantify and communicate measures.
Kind regards
Caroline
And to add owing to BETA understanding on concepts of fairplay share to stakeholders as a model on offset application - given the implications to transhipment ports in terms of reference - shares to origin and destination - I would also canvass that this include transhipment port as a recipient on shares.
Kind regards
Caroline
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my point of view to your question " What will be the most pressing issue for shipping in 2011? ", is , that all your offered VOTEPOINTS are essential, ALL!
Thanks to Caroline, because you gave me the input to check www.wri.org and www.wbcsd.org and after that, I´ve visited the www.ghgprotocol.org. An often used symbol to minimize GHG are pictures from Windpowerplants.
And this is it, how the mearchant-shipping-fleet of the world is faced to:
Like the Electric-power-plants where faced to a change from the old (Coal, Uran, Oil and gas) to the new: mostly windpower, started from denmarks VESTAS, MICON....Germanys ENERCON, ....the time is running for the Shipowners to begin their Change of the System, use again the wind instead of HFO.
The greatest chance to minimize GHG from ships.We have to start now with bulkers. But who will be the first mover and maybe the first winner? Korea? I have noticed th Sustainableshipping-newsletter from today with their GREEN SHIP DEVELOPMENT?
Greetings from www.windships.de , Heinz Otto